Power control gear for internal combustion engines



P 1940- H. ROSSKOPF -r AL 2,213,412

POWER CONTROL GEAR FOR INTERNAL COMBUSTION ENGINES Filed Sept. 22, 1958 2 Sheets-Sheet 1 ll Jl Sept. 3, 1940. H. ROSSKOPF El AL 4 POWER CONTROL GEAR FOR INTERNAL COMBUSTION ENGINES Filed Sept. 22. 1958 2 Sheets-Sheet 2 Enu- Q w 'm Hm Mi --14 mm m m, M I5 lever from Patented 3, 194i! UNITED STATES' rowan coN'rnoL GEAR FOR INTERNAL COMBUSTION ENGINES Hans Rosskopf, Berlin Charlottenburg, and- Albert Stieglits, Berlin-Spandau, Germany, as-

signors to Gesells'chaft Brandenburgische Motorenwerke niit beschrankter Haftung, Berlin- Spandau, Germany, a corporation of Germany Application September 22,

In Germany 1938, SerlaiNo. 231,158

September '23, 193'! 4 Claims. .(Cl. 137-139) This invention relates'to an arrangement for controlling the power, i. e., the adjustment of the throttle in the'intake pipe of supercharged or high-compression internal combustion en-- gines particularly of high altitude engines, co-, operating with a supercharger pressure gov- .ernor. .The known arrangements present the drawback that they. are not completely reliable in; operation, particularly in view of'the fact that upon failure of the supercharger pressure governor (aneroid capsule fracture, failure of the governor gear or the like) the regulation is completely faulty and the pilot loses control over the engine. According to the invention the above drawbacks are removed and furthermore a regulating gear is provided which is of simple design and reliable in operation,

According to the invention two control rods operated by means of a hand lever and actuated one after the other are provided for adjusting the throttle, the latter being direc ly adjusted .byone of said control rods in the 10 er range of power, whereas in the adjacent upper range of power it is adjusted by the other control rod with the aid of the supercharger pressure governor. The advantage of the invention consists not only in the elimination, by the direct control of the throttle, of the detrimental effect on the supercharger pressure governor or the servo motor-controlled by it within the lower range of power, due to small power and low speed of the engine, but it is also possible upon failure of the supercharger pressure governor, owing to an aneroid capsule fracture or failure of the governor gear, to control the engine throughout the entire range of power by means of the handcontrolled rod acting directly on the throttle. By connecting theactuating rods for the throttle .with each other so that one rod forms the pivotal support for the movement of the other rod and in such a manner that in a. certain position of the hand-operated lever withinits range a movement of the control rod presents a backlash with respect to the actuation of the throttle, the supercharger pressure governor is prevented within the directiyeffective range of the hand-operated exerting any influence. In this case the positions of the hand-operated lever and those of the throttle always correspond regardless of .whether the supercharger governor is intention-I ally-out of operation or only fails to operatelt is then preferable to choose the closed position of the throttle so that the pilot may'stop the engine at any time with certainty;

In the wa m g w n s sgbqdlmeni 'asshown in si of the invention is 'shownin diagrammatic form,

in which Fig. 1 shows one form of control gear in which the supercharger governor is positively controlled bythe hand throttle only for a limited throttle positions.

Fig. 2 shows a modification of Fig. 1 in which.

the supercharger pressure governor range of Fig. 4 indicates the position of. the control gear of Fig. 2 in a position of the supercharger pres- L sure governor in case a fracture of the aneroid capsulehas occurred at wide open throttle and where the throttle has been closed by hand.

Referring to Fig. 1, the governor for automatically controlling the position of supercharger throttle 9 is composed of an aneroid capsule expansion and contraction (following varying charging pressures) moves slide valve" 2 of a servo-motor to control the admission or the ex- I of conventional design, which by its haust'of operating medium for actuating motorpiston 3 in conventional manner. The normal operating range of valve 2, and thus the operating range of this governor, can be varied by cam lever l0 normally held by compression spring 20 against stop I0. By swinging lever III to the left in Fig. 1, the motor control system I, 2 is shifted and thus its operating range varied. Cam

lever i0 is pivotally attached at itsupper end to v a push rod Ii, the other end of the latter bein also the hand control lever 13 is freely pivoted. It-will be seen that if lever I8 is moved counterclockwise until it abuts against .arm l2, the latter can be taken along on further travel of lever i3 and thereby the entire range of operation of i4 pivotally attached to it at one end, and pivotally attached at its other end to a bell crank l5, pivoted at 22? and'controlled by a tension spring I6, tending to pullbell crank i5 against stop II", in which the link system ii, 1-, shown broken in full lines in Fig 1, is straightened-out l e In the full-line posiarm 5 joumalled at'5..

attached to an arm i2 pivoted at l3 at which tion, joint 1 coincides with melon-mm center 5" of crank 5, so that when the latter is turned clockwise no efi'ect can be produced upon the position 01' throttle 9 which is then closed or substantially closed, representing the lowest su perchar'ger pressure which can be adjusted, while it links 6, Tare straightened out by the aforementioned means, throttle 8 is opened further by hand and then these links act together as a stiff push rod and permit crank 5, when actuated clockwise by the governor I, 2, I, to further open throttle 9 or to again move it toward closing when crank 5 is moved counterclockwise. For the purpose oi! rendering the governor inoperative, no matter where its crank 75 happens to stand, pivot point "between control link I4 and bell crank I5 is pivotally connected by push rod I9 to an arm I. pivoted itself at the hand lever pivot I3. Thus if hand lever I3 is moved clockwise, against arm I8,-it will push bell crank I5 from stop II' where it is normally held by spring it toward stop I'I, thereby gradually lessening the extent of the control eiIect of crank 5 on throttle 9 ior the reasons aforedescribed until, with the arrival of joint 1* in the position 'shown in full lines in Fig. 1, the control eifect of crank 5 and the governor is completely eliminated. Thus for low power output of the engine, when hand lever I3 is moved clockwise against arm II, the extent of the governor control efiect on throttle 9 is gradually lessened to zero value shown in Fig. 1, while when the throttle is opened beyond a given point I, at which bell crank I5 is allowed to abut against stop I1, complete automatic control, is given to the governor because there links 6, I are stretched and movements of crank 5 become effective; and upon further counterclockwise motion of lever I3 beyond point I where arm I2 istaken along, he operating range or the governor can be adjusted for higher and higher engine power up to the maximum range at point II within which throttle 2 is wide open.

In Fig. 2 an arrangement is shown which in most of its essential elements is similar to that oi. Fig. 1, except that in Fig. 2 the governor range setting cam lever II is at all times directly and positively controlled by the'hand throttle lever during all'of the latter's operating positions. In-

this figure the elements IA and Il-ll are disposed and ilmction in the same manner as described with reference to Fig, 1. Cam lever 'II swings in this case clockwise instead of counterclockwise as shown in Fig. lfin order to vary the power confi'ol range of the governor I, 2, 3

wise bythrottle rod II also connected to arm 22. 'I'heelements are shown lmFig. 2 in a position in which the link system 8,! is stretched so that governor crank I can auto aticallyactuate throttle [as directed by the overnor action; in other words, the throttleiis wit full control of the governor at the minimum engine power '95 Fig. 3. If, on theother hand, throttle 20d. 2| is range within which the governor can exercise i iXI.lt10l. If' throttle rod 2| is shifted to the right, the-governor elements I, '2 set for a higher power range during which throttle 8 is opened wider, and its position is automatically controlled by the governor within that-range, so long asthrottle rod 2| isheld in this shifted position. The'widest open position is shown in said govemor after the latter has tahen shifted to the left from the position shown in Fig. 2, arm 22 rocks counterclockwise and first decreases the control range oi. the governor within which the throttle is controlled nearer closing positions. Secondly, rocking arm 22 rocks bell crank I5. counterclockwise and thereby actuates link gear I 4, 6, I to gradually lessen the extent of the governor control efiect upon throttle I in the manner aforedescribed until pivot points I and 5 register as shown in Fig. 4, when throttle s is closed or substantially closed as may be selected by the design of the gear, and solely by hand control without the action 01' the governor,

which by that time through throwing of its cam lever I also counterclockwise has been set for its lowest range which is, however, ineilective on account of the aforementioned ineflectiveness of the crank upon throttle 9. Thus, even if it may be assumed in Fig. 4 that just previously the governor had been set to the highest wide open automatically-controlled throttle range (which may be assumed from the right-hand position of piston 3 and the incident position of crank 5), the pilot, in case of a break of capsule I-wlth its incident disorder in the automatic control, by quickly pushing the hand-controlled gear 2|, 22, I5, I4, 8, 1 into the position shown in Fig. 4, can immediately assume complete hand control over the engine and set the throttle to any position desired. Consequently,

according to the present arrangements, thepllot always maintains control over the engine speed in case of emergency, whether the latter should call for a decrease or an increasein speed.

What is claimed is:

1. In an arrangement for, regulating the power a said hand control element for varying the throttle control range of said governor after the latter has taken over the exclusive throttle control.

2. In an arrangement for regulating the power of superchargedinternal combustion 'enginesand including a supercharger throttle,- a supen charger governor anda hand control element;

both for controlling said throttle, a spring-actuated control gear interposed between said-throttle and said hand control element tending to open the throttle directly within a given range from minimum power upward and controllable by said hand control element within said range, a

throttle control gear between said governor and said first-named control gear and arranged to.

operate said throttle by the-governor action uclusively when the first-named control gear has reached the extreme power end of its range,

and means operable -by.said hand control element forvarying the throttle control range of over the exclusive throttlecontroh 3. In an arrangement for regulating tin power oi. superchargedinternal combustion engines and including a supercharger throttle, a supercharger governor and a hand control element,

, both for controlling said throttle, a throttle control gear interposed between said throttle and said hand control element to operate the throttle directly by hand within a given range from minimum power upward, a throttle control gear between said governor and said first named control' gearand arranged to operate said throttle by the governor action exclusively when the firstnamed control gear has reached the extreme power end of its range, and means positively operated by said hand control element for varying the throttle control range of said governor after the latter has taken over the exclusive throttle control.

4. In an arrangement for regulating the poweer of supercharged internal combustion engines and including a supercharger throttle, and a supercharger governor and a hand control element, both for controlling said throttle, a journalled crank arm connected with said governor to be operated by the latter, a double link connected between said crank arm and said throttle for operating the latter, the first link element adjacent to said arm being of the same length as said arm,-a spring-actuated follow-up connection between the joint of said link elements and said hand control element forming a floating pivot support for said joint and tending to straighten out said link elements, so that when said .joint registers with the journal axis of said crank arm, due to a low power hand control position, the governor operation of said arm is ineffective upon said throttle, and the latter is controllable directly by said hand control element by way of the floating pivot support and the second link element within a given minimum engine power range, and whensaid link elements are held straightened out by said pivot suppo the throttle is exclusively controlled by the action of said governor beyond said minimum power range, and means operable by said hand control element for varying the throttle control range of said governor after the latter has taken over the exclusive throttle control. 7 V

HANS ROSSKOPF. AIBERT STEGLITZL 

